This is the way things looked just before timing checks:

 

 

Note that the ignition leads are kept separated.  From the other side:

 

 

Log book entries were made including the change to W&B.  New W&B sheets were stowed with the airworthiness certificate.

 

The timing checks indicated a 3 degree retard (instead of LSE's 5 degree recommendation).  The right side was 1 degree less at 1000 rpm.  I must say that it was nice and smooth - an observer noted the engine was steady as a rock.  Timing was at about 37 BTDC at about a 9" MAP.  An additional benefit was the absence of the high pitched whine present with the LASAR mags.  Rapid throttle movements showed no tendency to stumble.  Switching between ignitions saw no perceptible drop in RPM except when both were turned off (turn on resumed engine operation).  I was able to get the idle down to about 600 rpm (really had to tug on the throttle) with little more than an indication there was too much time between cyl firings.  Advancing the throttle (thus MAP) did result in a reduction of timing.

 

The LSE display RPM was 70 higher than the VM display and the indicated MAP was slightly different also.  None of these conditions prevented the initial 20 minute test flight orbiting over the airport at 3500 MSL (2800 AGL).  The take off roll was sprightly with all indications normal. The VM RPM display hit 2710 just after lift off - just like the old days.  Cyl #4 CHT still hit 410F in a 2400 fpm climb at 130 KIAS.  25 squared had the left timing displayed at 27 BTDC and the right at 24.5 BTDC.  There was no difficulty with fuel flow indications even with the coil output just 1 inch from the exiting sensor wires.  Radios operated normally with no static.

 

 

 

The fuel flow sensor was relocated to the motor mount (original position before LASAR box) from just beneath the #3 cylinder head cover.  Its accuracy will be checked over time although indications looked correct during the test flight.

 

Some refinement in the positioning of the timing sensors will occur before the next flight.  Note that I require 5 successive flights without a problem before cross country operations (I also need to put 5 test hours in).  Some things to be checked are full electrical system operation, auto pilot, GPS and a wide range of power settings.

 

Maybe it was worth all the work.

 

Data will be gathered once I get into cruise flight conditions.